Internal-combustion engine.



K. EVERS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 28.1914.

L15Th93g, Patented Oct. 26, 1915.

2 SHEETS-SHEET l.

Witnesses: Invento r-z His o ttr-ne g- K. EVE RS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 28. I914.

Patented Oct. 26, 1915.

2 SHEETS SHEET 2.

Inventor: Kurt E\/ s:

Hisa tto rne Witnesses COMPANY, A CORPORATION OF NEW YORK.

INTERNAL-COMBUSTION ENGINE.

11.1w areas.

To allwtwm it'may concern Be it known that I, KURT Evians, a subject of the King of Prussia, residing'at Charlottenburg, Germany, have invented certain new and useful Improvements in Internal- Combustion Engines, of which thefollowing is a specification.

This invention relates to internal-combustion engines and especially to that class in which a charge of air is compressed in the working cylinder to a degree of heat which suflices to ignite a charge of fuel injected thereinto. Such engines are provided with governors which regulate the amount of fuel injected so that the energy produced will be just enough to carry the load. When the load is reduced or perhaps thrown off entirely, the heat developed by compression may not be sufficient to ignite the fuel, owing to its absorption by the cooling jacket and to the relatively greater chilling effect of the blast air when only small charges of fuel are admitted. It is hardly practicable to have the compression in the working cylinder so high that even at no load the fuel is ignited, because this would give excessive pressures and temperatures at intermediate and full loads.

The object, therefore, of my invention is to obtain a good ignition at all times irrespective of the variation in load, and this is accomplished by increasing the charge of air when the engine output decreases. This method of operation compensates for the lessening of the heat of combustion when small amounts of fuel are supplied. and corrects any tendency toward irregularity in ignition.

Various means may be employed for effecting the result above set forth, but the preferred mode is by means of a by-pass connecting the two' ends of the scavenging pump cylinder, and an automatic controlling device for said by-pass responsive to changes in the amounts of fuel fed to the engine cylinder.

In the accompanying drawings, Figure 1 is an end elevation of a combined blast and scavenging pump for a two-cycle high com- Specification of Letters Patent.

controlling the ports 16.

the multl-stage type, having a first stage piston 1 and a second stage piston 2. The scavenglng pump piston 3 is of large diameter, working in a cylinder 4 which has ports 5- a11 d 6 at its ends. Atmospheric air is admitted to these ports by a valve 7 actuated by a link 8 and other connections to an eccentric (-not shown) on the shaft 9. The

air reaches theyalve through a silencer 10.v The pump delivers intoa chamber or remOTTJENBURG, GERMANY, assrenon. T0 GENERAL nanc'rmc Patented Met. 26, 1915.. 7 Application filed Ju1y28, 1914. Serial No. 853584;. I

ceiver 11, which communicates with the scavenging ports of the engine cylinder 11.

Ad acent to the cylinder 4 is a tube 12, communicating with the ends of the cylinder and containing a valve. The tube is preferably inclosed in a chamber 18, which communicates by a port 14 with the lower end of the cylinder 1. The upper end of the tube passes through the upper end of the chamber and communicates by a port 15 with the upper end of the cylinder 4. A plurality of ports 16 in the tube put the ports 14 and 15 into communication, so that the structure forms a by-pass connecting the ends of the scavenging pump cylinder. In the tube slides a piston throttle valve 17 In order to open and close this-valve and thus by-pass more or less of the air compressed by the scavenging pump, and consequently decrease or increase the amount of air delivered to the engine cylinder under varying load condicrum 19 which moves up and down as the load on the engine decreases and increases respectively. In order to place the throttle valve 17 under control of this moving ele. ment, a lever 20, secured to a rock shaft 21, is pivotally connected with the floating fulcrum 19. The rock arm 22 on said shaft 21 is connected by a link 23' to the piston engine cylinder. The floating-fulcrum carries up with it the end ofthe lever 20, thereby causing the throttle valve 17 to reduce the efl'ective opening of the ports 16. The by-pass being throttled, more of the scavenging air is forced into the engine cylinder,

so that the compression will be greater and the increased heat developed will be sumcient to ignite the lessened charge of fuel. This operation occurs automatically, and the quantity of scavenging air delivered to the cylinder will vary exactly in inverse ratio to the load, maintaining correct ignition conditions at all times.

In accordance with the provisions of the patent statutes, I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the 'apparatus shown is only illustrative, and that the invention can be carried out byother I means.

2. The combination with an internal combustion engineof the high compression type,

in which the fuel and scavenging air are separately admitted to the cylinder, of a governor responsive to the load on the engine, means controlled by the governor for regulating the charge of fuel directlywith the load on the engine, and means controlled by the governor for regulating the amount of scavenging air supplied to the cylinder in inverseiratio 'to the load on the engine.

* The combination with an internal-combustion engine having a scavenging pump, of. means for automatically varying the amount of scavenging air delivered to the engine cylinder in inverse ratio to the load on the engine. 4

4. The combination with an internal-combustion engine having a scavenging pump, of a by-pass for said pump, and means for automatically controlling said by-pass in accordance with the load on the engine.

5. The combination with. a two-cycle internal-combustion engine having a scavenging pump, of a by-pass for said pump, a throttle valve for the by-pass, and means for automatically opening and closing said valve as the load on the engine increases and decreases respectively.

6. The combination wlth a' two-cycle internal-combustion engine having a scavenging pump, of a by -pass for said pump, a

throttle valve for the by-pass, and connec tions between said valve and the speed governor of the engine.

7. The combination with a two-cycle interna'l-combustion engine having a scavenging pump, of a by-pass for said pump, a throttle valve for the by-pass, a fuel pump delivering variable quantities of fuel to the engine cylinder in accordance with varia-. tions in load, and connections between a variable element of 'said pump and said valve.

In witness whereof, I have hereunto set my hand this 10th day of July, 1914.

KURT EVERS.

VV itnesses: I

GUSTAV HULBRocK, FRIDA GABBERT. 

